And lighting



(No Model.) 6 Sheets--Sheet 1.

I. W. HEYSINGER.

ELBGTRIG RAILWAY, POWER, AND LIGHTING APPLIANCE.

' Patented July 3, 1888.

R m m W w 8 QM .8 s 4t MFNL Q 5 R m & E S S E eZw (N0 Mow. eSheets-Sheet 2..

I. W. HEYSINGER. ELECTRIC RAILWAY, POWER, AND LIGHTING APPLIANCE.

Patented July 3, 1888.

R O T N E V N WITNESSES:

N. PETERS, vnuwtnho mr, Wnhingmu. n. c.

6 SheetsSheet 3.

(No Model.)

I. W. HEYSINGER. ELECTRIC RAILWAY, POWER,AND LIGHTING APPLIANCE. No.385,413.

Patented July 3, 1888.

INVENTOR. hma w WIT ESSES Ufilogruphcr. Washington. 1:. c

(No Model.) 6 Sheets-Sheet 4.

I. W. HEYSINGER.

ELECTRIC RAILWAY, POWER, AND LIGHTING APPLIANCE.

Patented July 3, 1888.

INVENTOR WlTN ESSES:

u PEIERS. Mala-Lithography! wmm nm u. c.

(No Model.) 6 SheetsSheet 5.

I. W. HEYSINGER.

ELECTRIC RAILWAY, POWERnAND LIGHTING APPLIANGE.

No. 385,413. Patented July 3,1888.

WITNESSES: INVENTOR I (No Model.) 6 SheetsSheet 6.

, I. W. HEYSINGER. ELECTRIC RAILWAY, POWER, AND LIGHTING APPLIANCE.

Patented July 3. 1888.

INVENTOR WtTN ESS ES N PETERS. PhotwLlllvogrlphnr. \Vaalfngkm. DvcvUNITED STATES PATENT OEEicE.

ISAAC iv. HEYSINGER, OF PHILADELPHIA, PENNSYLVANIA.

ELEGTREC RAILWAY, POWER, AND LIGHTING APPLlANGE.

SPECIFICATIQN forming part of Letters Patent No, 385,413, dated July 3,1888.

Serial No. 235,584. (No model.)

To all whom/it may concern.-

Be it known that l, ISAAC W. HEYsINGER, of Philadelphia, in the countyof Philadelphia and State of Pennsylvania, have invented certain new anduseful Improvemeutsin Electric Railway, Power, and Lighting Appliances,of which the following is a full, clear, and exact description,reference being had to the drawings accompanying and forming a part ofthis specification, in which- Fignre 1 is a plan view, greatly shortenedand reduced in size, of my invention as applied to an electric railwayprovided with independ ent lighting-circuits, in which a commonfuelgas-pipe line is shown with suitable branches, each supplying anindependent gas-engine and dynamo'elcctric machine attached thereto atvarious points along the line with motive power, and in which the saidengines are started or stopped by electric connection with the centralstation of the system, and in which an automatic recording apparatus atthe said central station indicates the operation and movement of eachdynamo at any moment and makes a permanent record of the same, theengine (1 and dynamo I) being larger than the others. Fig. l is aview ofone of the circuitbreaking devices detached from the dynamo. Fig. l" isa transverse vertical section of an elevated railway in which myinvention is used. Fig. 1" is a view of the sub-circuit supplied by 'Vof Fig. 1 applied to a railway instead of an clectrielighting circuit,the same being equally adapted for either purpose or for supplyingelectric power for other purposes. Fig. 2 is a modification of Fig. 1,in which the dynamos of each section of the railway are successivelystarted as the motor-car advances and stopped after it has passed. Fi 3is a plan view, similar to Fig. 1., in which a continuous and unbrokenline of electric conductors is employed leading from the centralstation, each of said conductors having supplied to it at various pointsalong the line reenforcing orindcpendently-generated currents ofelectroanotive energy, said currents generated by engines and dyuamoslocated at the points of the line where the currents. are supplied tothe same, so that light-weight conducting-leads will suffice and loss ofelectro motive force will be avoided, the said engines and dynamos beingcontrolled by the move ments of the dynamo, or the operator thereof, atthe central station of the line. Fig. at is a plan view of a switchshowing the advance of an electric motor-car from the main line to abranch railway in my invention. Fig. 5 is a side elevation, partiallycut away, of a motorcar and road-bed of a railway illustrating myinvention as applied thereto; and Fig. 6 is an enlarged plan view of oneof my substations and its connected parts.

The lettering in all the figures is uniform.

My invention consists in providing an elec tric supply-service forrailway, power, or lighting purposes in which the conductingleads ofsaid service are connected with a cen tral station and are provided atvarious points of the said conducting-leads with independent generatorsof electricity and engines for operating the same located at the saidpoints where said independent generators deliver their currents to theconductors, so as to avoid the necessity of large and costlycurrent-conducting leads extending along the line,with their consequentloss of power, due to internal resist ance and waste, the said enginesand generating-dynamos of the said service being connected with the saidcentral station or central stations, so that the same may be started,stopped, or controlled by an operator at said central station, and inwhich the operations of said engines and dynamos are made known at saidcentral station at any or all times, and also in providing a service ofgaspipe supply ing fuel-gas to the independent engines along the line,located at points more and more distaut from said central station, saidgas-pipe being provided with branch pipes and gas holders or reservoirsalong thcline for the supply of said independent engines, the said gasbeing turned on or cut off from any or all of said engines and ignitedor extinguished to set into operation or stop the motion of the same andat the same time control the generating-dynamos worked by said engines,each of said dynamos supplying a contiguous portion of the line ofconductingleads with electricity by electric connection with saidcentral station, at the will of the engineer or by the motion of amotor-car along a railway pro vided with the above-described appliances;and also in providing such electric service, having independent dynamosoperating at dis taut points of the line, with a recording apparatus, bymeans of which the motion and speed of each dynamo of the service willbe automatically transmitted to the central station and recorded thereatfor present knowledge or future reference; and also to provide anelectric railway with longitudinally-extended conduct: ing-leads alongthe said line of railway, said leads divided into insulated longitudinalsections, each of which is provided contiguous to said section with anindependent generatingdynamo, operated by an independent engine or othersource of power, generating the electricity for each section of therailway immediately at or contiguous to such section, so that the entireline is supplied with electro-motive force from a series of independentgenerating stations and dynamos larger or smaller, as the grades ortraffie of each section may require, and located at those parts of theline where the said electro-motive force is to be used,the motor-cartraversing the line from one section to another, and at each sectionusing the independent supply generated and delivered to said section bythe dynamo contiguous thereto; and also in providing such engines anddynamos, located at each longitudinally-insulated section of the line,with electrically-operated valves to control the same from a centralstation or from sections of the line beyond the section to be suppliedwith electro-motive energy, so that the advance of an electric motor-earwill successively set into operation the engines and dynamos of one ormore sections in advance and cut out one or more sections in the rear asthe ear moves along the trackway; and also in providing a continuousseries of electric conducting leads, partially charged with electricityfrom a central station, with re-enforcing supplies delivered to saidleads at various and more and more distant parts of the line tocompensate for enery dissipated by defective insulation, internalresistance, or energy drawn off for service elsewhere, and in soconnecting these independent sources of supply with the central stationthat the operations of each dynamo of theline may be known andcontrolled by an operator at said central station, or by subordinateoperators at the various sub-stations as directed from said centralstation, the various sources of supply along the line being located atand generating electricity immediately contiguous to the points wheresaid supplies are to be used 5 and also in the combination of anelectric supply service extending from a central station, withafuel-gasservice extending along the same, said electric service havinga series ofgenerating-dynamos at different points along the line tosupply electro-motive energy, and said fuel-gas service having a line ofgas-pipe with branches supplying fuel to operate gasengines in asimilarseries, each gasengine having a generating-dynamo coupled thereto inpairs, the gas-engine driving the dynamo and the dynamo generating andsupplying electricity to one part of the electric service, either forsupplying light or power or electric energy for other purposes.

This part of my invention also relates to the specific construction andcombination of the various parts of the same, as will bemorefullyhereinafter explained, together with the construction and operation ofthe electro-magnetic valves, current-breaking and recordingtelegraphapparatus, telephone or other connections, and other matters of detailessential to the most efficient application of my invention, but notalways required in use.

Referring to the drawings, in Fig. 1 is shown a central station, V,provided with a gasengine, d, driven by a supply of fuel-gas supplied bya branch pipe, E extending from the main supply-pipe E.

I use any of the forms of gas-engines in pub lic use or which may beadapted to the purpose; but, for illustration,in Fig. 6 I show afuel-gas engine substantially similar to that described and illustratedin Appletons Cyclopedia of Applied Mechanics, edition of 1880, pages 633and 634, to which I refer for a more specific description, to the crankshaft of which the rotating armatures of a large dynamo-electric machineare attached and operated thereby. The conversion of the energy derivedfrom combustion of fuel-gas, as de scribed herein and supplied in themanner shown into electrical energy at various points along the line orlines of my electric supply service and supplying the said electricityto the electric conductors or leads at such points, is one of theprincipal objects of my invention, whereby the waste due to imperfectinsulation from the transmission of powerful electric currents alongextended lines and the necessity of excessively large conductors isavoided, the fuel-gas generated at distant points being readily carriedalong the line without any waste whatever and at very small expense forplant, the gas thus transmitted taking the place of the continuous andeasily-dissipated electric current, the former being converted into thelatter immediately at or near to the place where the electric current isto be utilized in doing work. Hence I use any form of engine forconverting the energy of combustion tion of the said gas into electricenergy which may best serve the purpose in view or be most convenientfor the special objects to be accomplished, whether mechanical,chemical, thermal, or other equivalent, using the engine specificallyshown in the figures to illustrate my invention, but not rigidlyconfining myself thereto.

Thisgas-engine d drives the dynamo'electric machine D, which supplieselectricity th rough the conductors a and b to the positive-and negativeleads A and B of a main circuit.

These leads A B extend along the line of railway R R and supplyelectricity to a motor-car, O, traveling along the trackway of the same,having a motor-dynamo connected with the leads A and B bycurrentgathering devices 0 c 0" c, as shown. The leads A B terminate atx.

V, Figs. 1, 2, 8, G, is a substation, which may be a half-dozen or dozenmiles down the line, andisprovided with agas-reservoir,G,into whichfuel-gas flows from the pipe E through the branch E, and is preferablyprevented from flowing back by the check-valve a should the pressure inE become too greatly diminished. E is a branch leading from thereservoir G to the gas-engine d, which supplies power to thedynanioelectric machine D, and which,in

turn, through the wires a I), charges withelectricity the leads AB,which form a continuation of the leads A B, but are insulated at (c tomake an independent circuit. The leads A 13 extend to no, where, inturn, they terminate. At'Y another distance of a dozen miles, more orless, down the line, is a precisely similar gas-holder, G connectingpipe E valve .2, supply-pipe E", gas-engine d, and operating-dynamo D,said engine d and dynamo D being larger in size than the others, which,through the wires (r I)", charge the leads A B", which form acontinuation of A :3, but from which they are insulated at m.

V" is another substation along the line, having the same appliances as Vand V, and supplying the leads A." Bflinsulated from A B at w", and soon as far as the line extends.

It will be observed that the gas-supplying pipe E extends along theentire line; but this is not necessary in all cases, as the gas isgenerated at the most convenient points along the line, and may have oneor more sources of supply. Reservoirs are also shown at each substation; but these may not be necessary in all cases, where equalcurrents can be otherwise secured. Upon each gas-engine is shown agovernor, 1 11 j gi &c., the function of which is to cut off the gasfrom the cylinder of the engine to a greater or less degree through athrottle or other valve, so as to insure even and steady running of theengine and a regular supply of electricity to the leads from thegenerator operated by said engine. The stations V, V, and V haveelectric lights, which may be are orincandescent, supplied from theleads of the railway service from the dynamos of the sections to whichthey are attached. L is shown lighted, the current being on, and L" isshown unlighted, the current being cut oti, as will he furtherexplained.

L, L, and U are lamps connected in series, the current passing inthrough Z from one lamp to another, and finally out by Z and back to thegenerator 1) at the sub-station V. The gas'pipe E branches at thestation V, and one branch, E, passes down to the sub-station V, which isshown in Fig. 1 as a lighting-station only, though equally adapted foruse for railway purposes, as shown in Fig. 1, having for clearness ofillustration no railway attached. The reservoir G" is protected by thecheckvalve .2, and passes a current of fuel-gas through the pipe E tothe gas-engine cl,

which actuates the dynamo D and supplies electric energy to the seriesof lamps L L U. The sub-station V derives its fuel-gas supply from thepipe E through the branch E, which transmits the same, without theintervention of a reservoir, to the gas englue (i which drives thegeneratingdynamo D and supplies electricity to the circuit 2 Z, and lihts the lamps L L L of said circuit, which are shown as arrangedparallel, and not in series. The lamps of V and Y may be either are orincandescent, and placed for street, factory, or house lighting.

In Fig. 1 the lamps of Y are shown lighted and of V unlighted. It willbe seen that in the figure all the substations draw their fuelgas fromthe same plant; but this need not be so in all cases, nor need gaseousfuel be used, as other sources of power may be employed; but I prefer touse gas as being very cheaply made, easily transported, without expenseafter first cost of plant has been incurred, and especially adapted foruse where natural gas is accessible. Fuel-gas composed of the lighthydrocarbons and hydrogen, with or without an admixture of carbonicoxide, is now very cheaply produced in unlimited quantity and with aninexpensive plant, and 'ean be easily driven through pipes for longdistances.

The cost of a four-inch iron pipe for use with my system need not bemorethan twelve hundred dollars per mile, which is trifling compared withthe cost of rails and other appliances of an ordinary railroad, or withheavy copper conductingdeads, expensive to make and unite withperfectjoints at theirends,with outbuckling from change oftemperature,when of a diameter of two, three, or more inches which would be requiredfor a large workingplant, and the loss'ot' electricity upon long linescharged from a central station, so that the advantages of my presentinvention will be apparent.

It is also known that gas burned for illumination greatly preponderatesin the heat-rays, which yield no lightover the light giving rays, whilethe reverse is the case with electric lights, so that a very greateconomy is obtained by burning common illuminating-gas to drive anengine, which in turn operates an electric generator to furnish thelight, and much more when a low-priced fuel-gas is used, not costingmore than twenty-five cents per thousand feet, and in many cases muchless. Natural can be delivered sixty miles in pipes atacost of not morethan five or six cents per thousand cubic feet.

To drive the gas through the pipes, I use rotary blowers or othermechanical means, when the pressure is not sufficient to cause it toflow by its own pressure, and I use such regulating devices at thedifferent reservoirs of the line as will prevent excessi ve pressuretherein, such as cut-oft" valves, like 2, controlled by springs or otherwellknown means in use for like purposessuch as gasregulators. iihen theblowing apparatus is insuffici'ent at one part of the line to drive thegas through the pipe in suflicient volume, I use supplemental blowers Eat various sub-stations, driven by the engines thereat, so that thecurrent of gas is passed along at any pressure and in any quantitydesired.

The engines and dynamos at the different substations may be operatedindependently bypersons in charge of said stations by means of atime-table or a telegraph or telephone connection with each of saidsub-stations from the central station of the line; but I prefer to usethe mechanism shown in Fig. 1, which is under controLof a single mindand hand, and which operates all the engines of theline from a singlestation thereof. As shown in Fig. 1, from the central station, V, thereradiate lines of telegraph-wire to various parts of the line,communicating with each of the substations. These wires may be chargedfor use by a battery; but I prefer connecting them with the dynamo D,which thus supplies electricity to all the wires of the system when saiddynamo is in operation. The hand-cock e turns on the gas from thesupply-pipe E to the cylinder of the gas-engine d, which being ignitedin said cylinder, as in gas'engines generally, the engine is set inmotion and byits piston-rod and crank-connection rotates the largedynamoelectric generator attached to the crank of the engine, providedwith wire bobbins rotating against the faces of electro magnets fixedaround the circumference in the manner well known in practice. Of courseany other form of dynamo may be used, and in Fig. 1, at V and V otherkinds are shown in use. When the engine (I is started and the valve orcock 6 remains open, the governor y, driven by a. belt from thecrank-shaft through a bell-crank connection, operates a throttle in thegas-supply pipe E to keep the engine at aregular and uniform speed ofrotation, consuming more gas as the pull of the dynamo becomes greaterand less as the resistance diminishes.

For the main circuit of my dynamos I prefer to use the shunt system,which reacts upon the dynamo to vary the power according to the demandsof the service, and I couple my dynamos so that polarities shall not bereversed by crowding the excessive current of one dynamo upon thediminished current of another in the same circuit, when I use more thanone dynamo in a single circuit; but ordinarily I provide an independentclosed circuit for each individual dynamo, increasing the size and powerof the engine and generator according to the length, resistance, andother requirements of each sub'circuit of the system. The dynamo D beingnow in operation, the leads A and B and the telegraph-wires leading tot, T, T, 850., are all charged. T T T T T are circuit-changing keys,having a connection at the side nearest the dynamo with wires proceedingtherefrom, and at the outer side with a single wire, T T T, or with oneor the other of a pair of wires, TT T T, and so constructed that anywire may be thrown into or out of circuit. The circuit-changers orswitches T T, 850., may be of any form desired, and are operated by apush-button or lever. The wires are sufficiently large to carry acurrent to operate electro-magnets controlling valves for the engines ofthe line, or to operate actuating mechanism for such valves. One ofthese wires, T T, or one pairot' wires, T T T T, extends to each substation of the line. In the case of single wires they termi nate in thecoils of an electro-magnet extending laterally from the gas-supply pipeE or E of the engines (1 d, and opposite the poles of saidelectro-magnet is an armature of soft iron supporting atransversely-slotted stemvalve which slides through the gas-pipe andturns on or turns off the gas from the engine. To the farther end ofthis sliding stem-valve, projecting from the side of the pipe, is acrosshead, which supports the pressure ot'a coiled spring surroundingthe stem e or e and abutting against the side of the pipe. \Vhen theswitch T or T is turned, as shown in Fig. 1, the current of electricitywill be cut off from the wire T or T and the coiled spring e or 6 willhold the sliding valve 0 or e in such position that the vent is closed;but if the switch be turned to make contact with the wire a current willpass along the same through the coils of the electro-magnet, which willattract its armature and draw the stem-valve through its transversechannel in the gas'pipe, bringing its slot into apposition with the boreof the pipe, and the gas will flow to the'engine, forced forward by thepressure of the holder, when one is used, as at C, but if none be used,as at V then by the pressure in the supply-pipe. The wire passes on fromthe coils of the electro-magnet to enter the combustion-chamber of thegas-engine, where it terminates in a small platinum wire, S, which byits resistance becomes intensely heated and ignites the mixture of airand gas, which by its expansion drives the engine. So long as thecurrent is on the wire the armature will be drawn up to theelectro-magnet and the platinum wire be incandescent; but when thecurrent is turned off by the switch the spring will draw back thearmature and close the vent, thus cutting off the gas, stopping theengine and its dynamo, and cooling the platinum wire. Instead of thelatter a spark may be used, and other means of ignition may be employed.After passing through the platinum wire the current may be grounded orreturned by a negative wire. T", T, and T only differ from the others inthat a pair of wires is used to carry the current alternately, and thattwo opposite electromagnets are employed having the gasfeed pipe betweensaid armatures, which are attached to the opposite ends of thestem-Valves e 6 0 so that the current on one wire will attract onearmature and open the valve and on the other wire will attract theopposite armature and close the same.

For certain purposes, where a neutral state is maintained betweenturning the current on one wire and turning it on the other, as in thepassage of a motorcar over a part of the road not in connection witheither, but in which the engine is to continue to run, I use doublewires, one connected with asection of road in rear and the other with asection of road in advance, so that the approach of a train will preparethe section ahead, and its passage onto a new section will stop thedynamo and engine in its rear. The attachments above described areapplied to all the substations of the system, and an inspection of Fig.1 will show that the current is on V, V, V and V but not on V or 'V". Itis often necessary to have the lamps of one part of a circuit lighted orextinguished before the others, and this I accomplish by the wire Theswitch T turns the current on or off the wire T, which terminates in thecoils of an electromagnet, M, which has a soft-iron armature attached toa hinged or sliding piece connected at one end with the. circuit and atthe other detachable therefrom. A coiled spring, M holds thecontact-piece, ordinarily, so as to out out the circuit of lamps I] orof the electric railway Z' Z", Fig. 1. When the switch "I is turned asshown in Fig. 1, it will be seen that the spring M holds the contactpiece so as to close the circuit with the lamps L", but cutout L or Z Zof the railway, Fig. 1. The switch T being turned, sends a currentthrough T the magnet Ill? is polarized, the armature attracted, andcontact is made with the circuit Z" Z, and the lamps If are lighted, orthe current in Fig. 1" sent into the conductors Z Z of a diverging lineof railway. \Vith this eX- planation other applications will be obvious.

In Fig. 1 the lamps of V are are lights, arranged in series, and of Vincandescent lamps parallel. The sub-stations may be at one end of eachcircuit, or midway, as shown in the circuit of V, and for reduction insize of leads from shortenedlengthsthisarrangementispreferable,especially on railway-lines. I do not, also, always supply a singlecircuit from one dynamo, but sometimes place the sub-stations at thejunctions of insulated sections and divide these insulated sections, ifdesired, into smaller sections, insulated longitudinally from eachother, and shift the current from one to the other, as shown at V", Fig.1.

In this case I use a single dynamo and gas engine for several of suchsub-sections, connected described, and when it is desired to use theelectricity thus generated immediately at such stations as to supplystorage or secondary batteries, or for other purposes, I do not, asshown at V" and V Fig. 1, use the continuous leads A B, &c., but delivermy electricity into such secondary batteries or use it for lighting orother purposes, as desired. IVhile all the sub-stations of the systemare thus controlled from the central station, it is desirable, forperfect working of all the distant parts, to know precisely how all thedynamos are operating at any moment, and I accomplish thisin thefollowing manner: From the extreme sub-station to the central station isextended a telegraplrwire tapping all the intermediate stations; orseparate wires extending from the central station to any of thesubstations may be used, if desired.

In Fig. 1 the line U, U, U U U", and U is composed of wires extendingfrom one substation to the other, and so on back to the con tralstation, the wire being charged from a battery, or preferably from thedynamo D. The ends of these wires U U, &e., are in contact except whenbroken by the revolution of the shafts of the engines at eachsub-station; and near the central station, upon the wire, is a Morserecordirig-telegraph instrument, with clock-work or other means ofmoving a paper strip or ribbon under the indenting-point of the armatureof the electro'magnet, which makes the record thereupon; but in thisinstrument the record is made by the pressure of the retracting-springof the armature when the circuit is broken instead of when closed.

In Fig. 1 is shown the circuit-breaking devices which I use at eachsub-station. D is a shaft preferably rotated by the crank-shaft of theengine or dynamo D or D and has a worm-gear which actuates a spur-wheel,I), as shown, the latter rotating in the direction of the arrow. Uponthe face of D is a ring with one, two, or more teeth, I), of any shapedesired. Against this ring and teeth 1 engages the point of a lever, U,carrying at its rear end a contactpicce, U, to which is attached thewire U, extending forward to the next sub-station. The contact-piece Urests normally against the conducting-block U", to which is attached thewire U, extending back to the telegraphinstrun1ent t and the centralstation. The lever U is held in place by the traction-spring U As thedynamo D rotates upon the shaft of d, and the spur-wheel D revolves ateach revolution, the teeth U will engage successively with the end ofthe lever U, and the circuit will be broken three times in rapidsuccession, but will remain closed during the remainder of therevolution of D. At the same time the recording-instrumentt willmakethreeindentations in the paper strip and three audible sounds, andthen will travel silently for a time.

If an apparatus like U be used on the other dynamos in the circuit, buthaving the teeth I different in number or differently arranged, then thebreaks of the circuit'will be all recorded upon the same paper strip insuccession, and each individual dynamo will make its own distinguishingmark and sound, and the rate of each engines rotation will be known atany moment. Of course there will be a likelihood, if many dynamos are inthe same circuit, ofoverlapping of the records; but as the intervals arevery large compared with the moment required for the record of each, thespaces usually being a minute apart (more or less) for each station, theinterference will not be much, and with a little practice they can beread even if somewhat'overlapped occasionally.

Of course a different recording-instrument may be used to accomplish thesame object,

strip is shown in Fig. 2 partially unrolled with the distinguishingrecords t t t of three dynamos. WVhere the sub-stations are very numerous, two or more independent wires and two or morerecording-instrumcnls maybe employed for the same system.

In Fig. 1 an elevated railway embodying my invention is shown in crosssection.

J are the sleepers or cross-ties which support the rails R R, andbeneath which crossties extends the gas-pipe E,which is shown embeddedin awooden trough, J, filled with pitch, J", in which are carried thewires Z Z, for electric lighting, at m T T for opening the valves, asshown in Fig. 2, T, as shown in Fig. 1, and the record-wires U of Figs.1, 2, and 3, and certain telephone or telegraph wires J J, forconvenience, which the conduit or trough J affords. The dotted outline Eshows a branch pipe carrying gas from the main pipe E to a sub-station,and m m (shown in dotted lines) are branch wires to the same.

J is a lid by which access is had between the cross-ties J to the troughJ and its contained pipes and wires.

A and B are the current-conducting leads against which thecurrent-gathering devices of a motor-car upon the rails R R move, andfrom which their electro-motive energy is derived. These leads A B aresupplied from the central station, and the pipe E furnishes the fuel-gasto drive the supplying'engines for the next succeeding section.

J is the longitudinal slot through which the current-gathering bars ofthe motor-car reach the leads AB, and J J are protecting hoods or coversover the same, forming a sort of conduit along the roadway. Wires forelectric lighting are drawn off from A and returned to B at any pointupon the line or at any substation thereof, and I also light my movingears with electricity in the samemanner. B shows the substructure of thesame.

In Fig. 2 the system as shown in Fig. 1 is slightly modified to suitspecial requirements in railways,should such be required. Thesubstations, engines, dynamos, and recording apparatus are the same, themodifications relating to the introduction of appliances whereby amoving motor-car will set in operation the engine and dynamo at thesubstation in advance and cut out the one in rear as it advances,

incurred, except upon the sections immediately in use. The wires shownin Fig. 1 extended from the central station, V, to the electro-magnetsateach engine enable the operator at said central station to control theseengines therefrom whenever desired. The engine of the central station,d, and its dynamo D are controlled by the hand-cock c, as alreadydescribed.

The sub-stations V V V are operated as follows: Upon the lead A, chargedby the dynamo D, is a slight deflection, 40 in which is placed theterminal contact-piece of the wire T, Fig. 2, so that thecurrent-gatherer c at one end of the traveling car 0 will come incontact with it, while the other current-gatlr erer,c, on the same sideof the car, is in contact with the lead A. A current will pass throughthe wire T, coils of electro-maguet M, platinum wire or sparking deviceS, and back through on to the negative lead B, and the engine d will beset in motion. In this case I prefer to use to ignite the gas a gas-jetfrom E in the combustion-chamber of the engine (1. By the time the car 0has passed from m to x, which is the commencement of the insulatedsectional leads A B, the dynamo D will be running at full speed. The carpasses along A B, the motor actuated by the electromotive energytransmitted thereby. \Vhen the said car has passed over the interspsaceac and onto the leads A B so that the current of D is no longerrequired, a similar deflection ofA and insertion of contact-piece of thewire T in contact with the currentgatherer of 0, will send back acurrent through T to the electro-magnet M causing it to attract itsarmature and close the valve of E, thus stopping the engine; but beforereaching 00 the car 0 will have encountered, through its currentgathererc, the terminal contact-piece of T at the deflection 0c, and a currentsent forward over the wire T will cause the electromagnet M to attractits armature, and so open the gasvalve of E. As there are no springs onthe electro-magnets or their armatures, the slidevalve will remainwherever placed until drawn in an opposite direction by an electriccurrent passing through the coils of the opposite magnet. It will now beseen that the advancing car, as it were, prepares its own way and usesno power except what is required at the part of the road where the trainmay chance to be, and also that the source of power of each car or trainis independent of all others upon the line, the sections beingpermanently insulated from each other. When cars are required to runalternately in opposite directions it is a sim-' the other set, as iswell known in signaling de vices of various kinds. As the reverse wiresare precisely similar, to avoid complicationin the drawings they areomitted from the figures. While the signal, recording,and switchingwires are shown in the figures outside the leads, in practice I carrythem alongside the leads of the line, and preferably inclosed in atrough with the gaspipe E, as shown in Fig. 1", or alongside the same.The gas pipes and holders of 2 are the same as those shown in Fig. 1,and blowers E Fig. 3, reservoirs G G G or the pressure of the gas in thepipes is used to insure the flow of the same, as may be preferred, andin certain cases I dispense with gas and use water power or steam powerto drive my dynamos, as may, forspeeial purposes, be preferred; but Iprefer to use the mechanism shown for the reasons herein stated.

In Fig. 8 Ishow another modification,in certain respects, of Fig. 1. Asshown in Fig. 3, the electric conducting-leads A B are continuous alongthe line, not being divided into in sulated longitudinal sections, as inFigs. 1 and 2. The sub stations V V V are similar'to those shown in theother figures, the gas supplying main E having branch pipes to feed thegas-engines,which drive the dynanios coupled thereto, just as in Figs. 1and 2. The recording apparatus U U U t is also similar. The object ofusing these sepnrately'driven dynamos along the line may be illustratedas follows: If at the central station, V, the dynamo 1) supply to theleads A B,when said leads are in circuit, a quantity of electricity,represented by, say, two hundred horse-power, and the leads are, say,two inches in sectional diameter, owing to the internal resistance ofthe con dnetors and the dissipation of energy incident to long leads,the available electricity at, say, twenty miles from V will have rundown to one hundred horsepower, the leads from V to V gradually growingweaker, the supply at V remaining the same. It', now, at V a similarcharge of two hundred horse-power be introduced, it will flow backwardtoward V, banking up the current, so to speak, and making a center oftluxion oi the current, or balancing-point, between V and V, varying asa moving motor-car, deriving its clectromotive energy from A, passesfrom V to V, and so on for the other sub-stations of the line. The leadswill thus be supplied at suitable intervals with a re-cnforcement ofcurrent precisely as a tube, ilowing with water under pressure, andwhich gradually diminishes in current from friction and resistance,would act if supplied with rc-eni'orcing currents along theline derivedfrom outside sources, or as the rotary blowers E which I apply to mygas-pipe at various points, as above described, to speed up the retardedcurrent of gas in the main E. The size of the leads A B, thusre-enforecd, may be very largely diminished, the length be ingrelatively shortened for each supply-current, and an equalized potentialbe supplied to all parts of the line. To start the different gasenginesor sources of power along the line, I use the wires T T T extending fromthe central station, V, to the different sub-stations V V V, andconnected thereat with the coils of eleetro-magnets M II M, as in theother figures, 1 and 9, and I provide the wires T T T with keys T'- T T,as hereinabove described.

I also prefer to use a burning gas jet in the combustionchamber of eachengine to light the gas supplied thereto, and I use this teature, whenpreferred, in the forms shown in Figs. 1, 2, and 9. XVhen not in use,the wires T T T may be utilized for other purposes. The recordingapparatus U U is also shown in Fig. 3. As the dynamics D, D, D'-, and D"are all upon the same circuit in Fig. 3, they must be so connected withthe leads A B that the current of one dynamo, when in excess, may notreverse one or more of the adjacent dynainos, which may be done by meanswell known, though the distances apart ofthese dynanios will greatlydiminish the available current from the others by resistance, so that nosuch danger will be incurred as from dynamos upon the same circuit andnear each other. For certain purposes the construction shown in Fig. 3may be especially adapted; but I prefer, ordinarily, the sectionalsystem shown in Figs. 1 and 2.

' I also vary the construction to suit various requirements withoutdeparting from the principles of my invention. In Figs. 2 and 3 I do notshow the rails of my electric railway, for the sake of simplicity in thedrawings; but they are applicable there as well as in Figs. 1 and I.

In Fig. 4 my system is shown as used for switches where it is necessaryfor trains to pass each other at a turn-out, or to be deflected to asiding or to a diverging railway. R R show the trackway of an electricrailway-line having a switch at It", and it B represent the divergingline. The leads A B supply eleetricity to the ear G, having a pair ofcurrentgathering devices attached to the said car and connected by asliding contact with A B to convey the current from the leads to themotor.

D represents a dynamo driven by a gas-engine, d, deriving its power fromthe combus tion of l'netgas supplied from the gas-pipe E to the holderG, and from thence through the pipe E to the engined. The electro magnetM turns on or oil the gas, as described herein above in connection withFigs. 1, 2, and The electro-inotivc energy is supplied to the leads A Ifrom the brushes ot' the armature through the short conductors a I). Toperates the electro magnet M, and U is the recording-wire,connected atI with the rotating-axis of the dynamo D. The main leads A B areconnected with the diverging leads A B through the conductors A" B" A,carried out of the pathway ot'C from one end of the broken lead to itsopposite connection.

The special construction shown in Figs. i and 5 outside the partsnecessary to be shown to illustrate my present supply-service systemform no part of the subject-matter of my present application, but areincluded in other applications now pendin In Fig. 4 the lead B is madecontinuous for the main line, the current-gathering devices merelyleaving it as the car diverges, connection with B of the side line beingsecured through the deflected conductor B.

In Fig. 5 is shown the car, in side elevation, partially broken away,showing also the road bed. The car 0 may be of the ordinary form, havingwindows along the sides, scatswithin, and at the forward end acompartment for the motor-dynamo, in which the engineer who operates thesame is placed.

It will be seen that my invention as herei shown and described isequally applicable to railways for. the streets of cities or towns, forelevated railways extending along above the streets, for undergroundrailways, and also for extended railways connecting distant parts of thecountry, whether, as I prefer, supplied through extended leads along therailway lines and sliding contacts upon the motor-car or bystorage-batteries carried upon the said motor-car for supplyingelectroqnotiv-e energy thereto, said storage-batteries supplied withelectricity by the generatingdynamos at the various sub-stations of theline, said dynamos operated by the gas-engines ofthe parallel gas--supply system, as described.

It is also especially useful for tramways in mines, traction ofcanal-boats, and for many other purposes; also, thatthe means of supplying electric power are equally well adapted for are or incandescentlights, or for running light machinery, and for public or privateservice in streets, squares, factories, stores, houses, or elsewhere.

I do not confine myself to the methods set forth in detail in thisspecification, but combine the several features of my invention invarious ways and to best accomplish the object in view, and I variouslymodify the application thereof and the means used without departing fromthe principles of my invention, as herein shown, described, and claimed.

Having now described my invention, what I claim, and desire to secure byLetters Patent, 1S--- 1. In an electric supply service, a series ofconducting-leads extended from a central station and divided into two ormore longitudinally-insulatedsections forming independent circuits, incombination with a series ofindependent generatingdynamos, each dynamocontiguous to and supplying one of said sections, and a series ofdrivingengines, each contiguous to and operating one of said dynamos,each of said drivingengines operated by a source of power independent ofand not derived from said central station, together with a series ofelectric conducting-wires connecting each of said sub-circuits with saidcentral station, substantially as and for the purposes described.

2. The longitudinally insulated electric leads A B, A B, A B, A B, Z Z,Z 1", extended along the lines of an electric supply system to form aseries of more and more distant subcircuits, in combination with aparallel series of independent generatingdynamos, each adapted to supplyelectricity to one of said sub-circuits, and a series of fuel-gasengines,

operated by the combustion of fuel-gas mixed with atmospheric air, eachof said engines provided with a combustion-chamber and an incandescentigniter, S, adapted to cause said mixed gases to combine with heat andexpan sion and operate the piston of said engine, and each connectedwith and operating one of said dynamos, together with a line of closedfuel-gassnpply pipes extended along said supply system and provided withbranch pipes supplying fuel-gas to each of said engines,

substantially as described.

3. The compound fuel-gas and electric railway, eonsisting of a trackwayand an electric snpplyplant having aseries of longitudinallyinsulatedconducting-leads extended along said trackway and adapted to supplyelectricity to an electric motor-car in contact therewith, in

combination with a generating-dynamo consuitable proportion ofatmospheric air sup-.

plied from the atmosphere at said station, and means for igniting saidmixture in said engine, each coupled to and operating one ofsaiddynamos, said engines supplied with said fuelgas to furnish motive powerfor the same, substantially as described.

4. In combination with a central electric supply-service station havinga generatingdynamo and a source of motive power to operate the same, anda series of longitudinallyinsulated and independently-supplied electricconducting-leads extended therefrom to sup ply more and more distantparts, said insulated conducting-leads forming independent sub-circuits,a series of independent generating-dynamos contiguous to saidsubcircuits and supplying electricity thereto, and a series ofindependent sources of motive power operating said dynamos, togetherwith a series of electric conducting-wires independent of said insulatedsub-circuits and extended from said sources of motive power along saidlines of conducting-leads and operating through electro-magnetscontiguous to said sources of power to set in operation or stop themotion of said generatingdynamo as a currentof elec- IIO tricity is sentthrough said electric wires or the same are put out of circuit,substantially as described.

5. In an electric supply service, in combination with the centralstation, V, the sub-stations V V V V V", generating-dynamos D D D D D,and independent driving-engines dd' d d d located at said sub-stations,valves 6 e c e c, operated by electro-inagnets M M M M, M' M, &c.,arranged in pairs on opposite sides of said valves, said magnets M M M,&c., operating to open said valves by acting upon armaturcs connectedtherewith, and said opposite magnets, M M M, 850., operating to closesaid valves by like means, the coils of said magnets charged throughindependent conducting-wires T T, T T, T T, &c., or their equivalents,extended along said supply service and provided with terminal electriccontacts to turn on an electric current or cut the same oh from saidelectro-magnets and open or close the supplyvalves of said engines,substantially as described.

6. In an electric supply service for railway purposes, having acontinuous trackway and electric eonductingdeads divided into aseries oflongitudinally-insulated sections, in combination with ageneratingdynamo and a source of motive power contiguous to each of saidsections, and a motor-car moving upon said trackway in electric contactwith said leads, the independent electric conducting-wires extended fromthe said source of motive power in opposi'te directions along the linesof other sections not operated thereby, adapted to be put in circuit byterminal contacts operated by the passage of the motor-car along othersections of said railway, said wires connected with electromagncts andan armature controlling the supplyyalve of said source of power, thewhole so constructed that said motor-car, advancing upon a dill'erentsection and operated by electricity generated by a different dynamo anddrivingengine, will make contact upon one of said wires and start theengine and dynamo upon a section in advance, and when said car haspassed beyond said section will insert the opposite contact and sendback a current through the opposite wire to reverse said valve and stopsaid engine and dynamo, and so on successively, substantially asdescribed.

'7. In combination with the generating-dynamos D l) I) D I)", located atvarious distant parts of an electric supply service, one or moreindependent electric conducting-wires extended from a central station toeach ofsaid generating-dynamos, said wires provided with detachablecontacts operated bya moving part of each of said dynamos and adapted tomake or break the circuit in said wiresat delinite intervals relativelyto the operation of said dynamos, together with a recording or soundingapparatus in the circuit of said wire or wires at said. central station,the whole constructed to operate substantially as and for the purposesherein shown and described.

8. In combination with the generating-dynamos D D D D D, located atdifferent distant points along the longitudinally-extendedconducting-leads of an electric supply plant, the electric wiresU U UIPU", having breaks 15 23 16 t t at said dynamos held in detachablecontact with each other normally, so that a current will traverse thewhole line U U, each of said dynamos provided with a circuitbreakeradapted to break the circuit in the wire U U in a manner peculiar toitself while said dynamo is in motion, the whole so constructed that ateach revolution of the arma' ture of each dynamo mechanism connectedtherewith will be operated, and at regular in tervals proportioned tothe speed of said dynamo a record will be sent along said wire U U to arecording-instrument, in contact therewith, and a characteristic recordwill indicate the speed of each dynamo of the series, substantially asdescribed.

9. In combination with the independentgenerating-dynamos D D" D, due, ofan electric supply service, the electrically-charged wire U U, havingdetachable contacts at each dynamo of said service held in contact witha rotating part, D, connected with said dynamos by springs and adaptedto be instantaneously separated and closed at short intervals by asuitable circuitbreaker, with a number of rapid interruptions of currentof greater or less number or length peculiar to each dynamo of theseries, and the recording apparatus I, provided with a marking-pointtomark a strip of paper passing under the same, the whole so constructedthat each break of the wire U U will cause the said point to mark uponthe said strip a permanent record of the operation of each of saidgeneratingdynamos at alternating intervals, substantially as and for thepurposes described.

10. In combination with the rotating part of a dynamoelectric generator,the gear D D, electrically-charged wire U, attached tospringlever U Uand in electric contact with block U of wire U, the toothed projectionsU at one part of the circle D having a definite size and spaces for eachapparatus '6 6* 27*, so constructed that the rotation of said dynamowill cause the gear I) D to rotate at a relativelyadjnsted speed, theteeth U to engage rapidly and successively at one part of the rotationof D" with the free end of the lever U and break. the circuit in thewire U U once or oftener, in a characteristic manner, for each d y orcut out said smaller circuit or circuits as said key isoperated,substantially as described.

12. A gas-main extended along the lines of an electric supply servicesupplying fuel-gas under pressure to a series of gas-engines located atvarious distant parts thereof, said engines coupled to and operating asimilar series of generating-dynamos along the same, in combination withone or more gas-blowers operated thereby and connected with saidgas-main, said blowers operating to force the said gas along thesameunder suitable pressure adapted to convey the said gas to and supply thenext succeeding engine or engines of the series, substantially as andfor the purposes described.

13. The fuel gas supply-main E, branch pipes E E E, gas-reservoirs G GG*, checkvalves 2 z 850., and supply-pipes E E E, leading from saidreservoirs and supplying combustible gas to the engines (1 d (1*,locatedat various points along the line of gas-supply, in combinationwith a series of said engines, (1 d d d", operated by the combustion ofa mixture of atmospheric air or other gases with the fuel gas of saidmain E, said engines coupled to and driving the series of generatingelectric dynamos D D D D, substantially as and for the purposesdescribed.

14. In an electric railway having a central station, V, and a series ofindependent substations, V V V and the independent subcireuits A B, A B,A B, extended along the lines of said railway, the fuel-gas main E, parallel therewith and supplying combustible gas to a series ofdriving-engines, d 01 d for operating the same, in combination with aseries of generating-dynamos coupled to and operated by said engines,and each dynamo supplying electricity to one of said sub circuits,together with a series of opposite electric wires extended from saidsub-stations along said railway and provided with terminal contactsoperated to make or break circuit in said wires, and electromagnets andarmatures connected therewith, operating to control the supply-valves ofsaid engines as an electric current is sent through said wires and admita supply of said gas to the combustion'chamber of said engines or cutoff the same, substantially as described.

15. Asupporting-structure for an electric railway, consisting of thetrackway R R, extended along the same, having supports J and a conduit,J, between said rails R R, and having longitudinal slot J and electricconducting-leads A B within the same, supported by and insulated fromsaid conduit, and the fuelgas-conveying main E, extended along saidrailway, having lateral branch pipes E, extended laterally from saidmain E to fuel-gas engines supplied thereby at various points along saidrailway, said gas-engines coupled to and operating dynamo-electricgeneratingmachines to supply electricity to said conducting-leads atvarious points along said railway, said leads supplying electro-motiveenergy to an electric motor-car traveling along said trackway,substantially as described.

16. An electric-railway structure consisting of the trackway R R,supports J 5 R, electric conducting-leads A B, and gas-main E, extendedalong the same, the longitudinal trough J surrounding said gas-main E,the interspaces J, filled with an insulating substance, J and theelectric conducting-wires T U J ll m m, contained within said trough,out of contact with said gas-main and insulated by said substance Jsubstantially as and for the purposes herein shown and described.

17. In combination with a generating electric dynamo and a fuel-gasengine contiguous to and operating the same, a fuelgas main, E, extendedfrom a relatively distant source of supply to said engine and supplyingcombustible gas to operate the same by its combustion, together with avalve controlling said supply of fuel-gas to said engine, said valveopened and closed by a pair of oppositelyplaced electro-magnetsattracting an armature attached to the same to and fro, each of saidopposite electro-magnets provided with one or more electric wiresextended from a relatively-distant point to said engine, said wireshaving terminal electric contacts adapted to insert or cut out the same,and through one or the other electro-magnet operate the said'valve tostart or stop the said engine and said dynamo, substantially asdescribed.

18. In combination with a fuel-gas engine operated by the combustion ofsaid gas, and a generating electric dynamo contiguous to and driven bysaid engine, one or more electricallycharged conducting-wires extendedfrom said engine and dynamo to convey to a distant point intelligence ofthe operation of the same, and one or more eleetricallychargedconducting-wires extended from and operating the supply-valve of saidengine by electric currents supplied through one or more terminalcontacts, said wires extended to a distant point from saidsupply-station and controlling said engine therefrom, substantially asand for the purposes herein shown and described.

19. In combination with one or more fuelgas engines and afuel-gas-supply main conveying said gas from a distant source of supplyto said engines, a trough surrounding said gas-main and containing oneor more electric wires extended along the same, together with a mass ofinsulating material in said trough extended along said main, supportingand insulating said electric wires, substantially as and for thepurposes described.

IS AAO \V. HEYSINGER.

